Draft gear



Nov. 2l, 1950 M, P, BLOMBERG 2,530,756

DRAFT GEAR Filed May 5, 1946 3 Sheets-Sheerc 1 Suventor Nov.2l, 1950 M. P. BLOMBERG 2,530,756

DRAFT GEAR Filed May 3, 1946 3 Sheets-Sheet 2 Nov. 2l, 1950 M. P. BLoMBx-:RG

DRAFT GEAR I5 Sheets-Sheet 5 Filed May 3, 1946 Patented Nov. 21, 1950 OFFICE DRAFT GEAR Martin P. Blomberg, Hinsdale, Ill., assignor to General Motors Corporation, Detroit, Mich., a

corporation of Delaware Application May 3, 1946, Serial No..667,217

V13 Claims. 1

This invention relates to cushioning means for railway vehicle bodies `and more particularly to means for cushioning draft and'bufiing shocks.

Conventional draft gears are of great length and project downwardly from the body and consequently limit the clearance space between the draft gear and truck end sill. On locomotives the traction motors supported on and geared to the truck axles further reducefthe space for the draf-t gear. In order to provide space for draft gears on locomotives the traction trucks are articulated to the body further fromthe ends resulting in greater overhang of the ends of the body with respect to the trucks. It will be evident that the vgreater the distance from the truck center to the point of the draft gear to'which the coupler is vpivoted the greater the lateral component of the bufng and draft forces onthe body when rounding turns and passing through Crossovers.

The principal object of the invention is to provide a draft gear of short length insertable in a pocket of short length in the body underframe immediately adjacent the ends and providing coupler attaching means on a rprojection draft gear extending downwardly `out'of the draft gear pocket so that the coupler is connected tothe draft gear as close as possible to the truck center without interfering with the truck end sill, traction motors and electrical leads therefor thereby increasing the truck baseand reducing the lateral component of the bufling and draft forces applied by the couplers to the-body.

Another object is to provide buflng means acting in combination with the draft gear to cushion buflingshocks, prevent slack between the couplers and further prevent lateral movement of the bodies of coupled vehicles.

The combined means by which these objects are accomplished and the advantages derived thereby will become apparent vby `referencelto the following detailed description yand drawings illustrating these means.

Figure lof the drawings .is Aa partial side elevation of a railway vehicle with parts broken away to clearly illustrate details of the means for cushioning draft and bufngshocks.

Figure 2 is an Venlarged vertical sectional View taken on the longitudinal center plane of one end of the vehicle.

Figure 3 is an enlarged transverse sectional view taken on line 3-3 of Figure 2.

Figure 4 is an enlarged plan view of one endof the vehicle with parts broken away.

`Figure 5 is avdiagrammatic View illustrating the forces applied to the lbody with conventional draft gears,

Figure 6 is a diagrammatic view illustrating how -the lateral force applied to the vehicle body is reduced by use of my improved draft gear.

Figure 7 is an enlarged transverse sectional view taken on line 'I-I of Figure 1.

In Figure 1 of the drawings an end portion of the body or cab of a locomotive and one articulated traction truck, including a traction motor, is shown in dash and dot lines. The body or cab is indicated at I, the truck at 3, the truck end sill at 4, the truck axle at 5, truck wheels at 'I and a traction motor 9 supported on and geared to the axle in conventional manner and having electrical motor leads I0.

The cab or body I includes a built-up cab or body underfrarne generally indicated at II comprising an end sill I3, a transverse member I5 longitudinally spaced therefrom and built-up center sill members generally indicated at I I-I9, Figure 4, spaced apart transversely and secured between the end sill I3 and member I5 to form a central draft gear pocket, generally indicated at 2| and located immediately adjacent the end sill, as best shown in Figures 1, 2 and 4.

The end sill I3 is provided with inwardly extending upper and lower supporting flanges 23-24 and the transverse member I5 is likewise provided with upper and lower flanges 25-26 extending into the pocket 2l. A cushion 21 is shown on the underside of the upper supporting flanges 23-25 adjacent stops 28-29 thereon and a wear plate 30 is shown on the underside of each cushion 21.

The built-up center sills I'I-IS are provided with U-shaped central facing portions, the legs 3 l-33 of which extend into the pocket and serve as draft and bufng stops. Wear plates 34 are secured to the inner vertical faces of the legs or stops 3I-33 and bottom of the U-shaped portions. Additional inwardly extending stops 35 are secured to the inner face of the center sill members I 'I-I9 on either side of the U-shaped central portions. The stops 35, as will be subsequently explained, serve as key retainer stops. Flanged members 3l having inwardly extending 'supporting flanges 38-39 are secured to the inner face of the center sills II-IS at each end of the draft gear pocket 2l, as best shown in Figures 3 and 4. It will be noted that the upper face of the lower supporting flanges 39 of the flanged members 31 are adjacent and flush with the upper faces of the lower supporting anges 24-26 ofthe end sill I3 and transverse member I5. Wear plates 40 are secured to the inner face of the flanged members 3l above the flanges v38.

Secured on the outer face of the end sill I3 `is a buffer pocket 4I having outwardly diverging internal side surfaces 153-45, as best shown in Figure 4. A buffer wedge 4'1 having complementary external diverging side surfaces is movably mounted in the pocket 4|. Rubber cushions 49 are located between each of the outwardly diverging internal and external side surfaces of the buffer pocket 4| and wedge 4l and the head 5| of a buffer bolt 53 engages with the bottom -of a central pocket 55 in the wedge and the bolt extends through aligned openings in the wedge 41 and body end sill I3. A nut 51 on the inner end of the bolt 53 draws the wedge into the buffer pocket 4| to compress the rubber cushions 49' therebetween and to hold the parts in position when assembled.

A buffer head 59 has a channel chailng plate 5| pivoted thereon in any convenient manner and a hollow plunger portion 53 slidable in the pocket 55 of the wedge G1. Compression springs 655l are placed between the outer end of the plunger portion and the head 5| of the buier bolt 53 and -suitable retaining means, not shown, are provided to retain the plunger 53 of the buffer head 59 in the pocket 55 of the wedge 47 and allow inward movement of the builer head against the compression force exerted by the springs s-5l. As best illustrated in Figure 4l, lugs Eid-'ii are provided on the upper and lower faces of the Wedge 4l either side of the longitudinal center line and T-shaped lugs 13 are provided on the upper and lower faces of the buffer pocket di with the stem portion of these T-shaped lugs 'i3 shown extending outwardly between the lugs BS--ll on the Wedge fil. With this arrangement of lugs transverse and inward movement of the wedge is limited by contact between the lugs BS-l and 13. Shims I5 are placed on the plunger portion 53 of the buffer head 59 to limit movement of the plunger into the wedge il?.

A draft gear assembly having short overall length is adapted to be inserted into the draft gear pocket 2| formed in the cab underframe Il for support therein by the following means.

This assembly includes a member or yoke 'il havi ing an elongated opening 'I9 extending transversely therethrough and provided with internal cylindrical end surfaces lli- B2 and yoke end projections 83-85 of rectangular form located slightly above the longitudinal center line of the yoke opening 'I9 and another projection 8l shown extending downwardly below the bottom of the opening and outwardly of the pocket 2|. Wear plates e9 are secured to theupper and lower faces of the yoke end projections E53- 25 and coupler attaching means are provided on the downwardly extending projection 8l. This coupling attaching means includes a pin 9| supported in vertically spaced bushings 9S in aligned Openings in the yoke projection 8l' with bushings S35-Sl having complementary spherical and cylindrical surfaces located on the intermediate portion of the pin 9| whereby the inner end of the shank 98 of a coupler 9g is mounted for limited universal movement on the yoke Tl. The yoke pin 5| Vis held in place by means of a key Ill and the bushings S35-91 are held in the end of the coupler shank 98 by a snap ring II. The coupler 99 may be disconnected from the yoke by removal of the key and pin 9|.

Within the yoke opening 'F9 and extending therethrough are yoke followers comprising a draft gear wedge pocket |93 and a wedge member |05 having complementary inclined inner surfaces ||ll-||9-|i)l-IG9 between which are j stop |22 on the member I5.

rubber cushions Ill having plates IIS bonded to opposite faces and in contact with these complementary inclined surfaces. The cushions ll urge the wedge pocket it and wedge |35 apart so that the respective central outer cylindrical surfaces IE5-I il' provided thereon are held in contact with the respective cylindrical end surfaces 8I-82 of the yoke opening lf3. The outwardly projecting end portions of the wedge pocket and Wedge lQS-IGB have vertical outer face and end surfaces.

The shorter lower flanges 25-25 of the draft gear pocket 2i in the cab under-frame permits the above draft gear assembly to be upwardly inserted therein. When the draft gear assembly is inserted in the pocket, as best shown in Figures 2 and 4, the upper wear plates 39 on each yoke end' projections SE-S are in contact with a plate 39 on a cushion 2l, which cushions, as explained, are on the lower faces of the upper flanges 23-25 of the end sill I 3 and transverse member I5. In order to hold the assembly in the pocket 2l and permit longitudinal movement of the yoke 'il in the pocket, keys llt-|25 having wear plates ||9-i2l on the upper face are inserted above the lower flanges 3S of the members 3l to a position below the lower wear plates S9 on each yoke end projection. The key EIS then rests on the lower flanges S9 of the outer ilange members el and the lower ilange 24 of the end sill E3 and in contact with a stop |20 of the end sill. IThe key I2l rests on the lower ilanges 39 of the inner flanged members 3l and lower flange 25 of the transverse member l5 and is in contact with a A key retainer |23 is inserted between the back face of the key H9 and the front faces of the adjacent key stops 35 on the center sills ll--I- The key retainer |23, as best illustrated in Figures 1, 2 and 7, is secured in any convenient manner, preferably by welding, to the upper face of an inverted U- shaped member E25 and the legs |25 of the member |24 are bolted to the center sills. Another key retainer |23 secured to another U-shaped member |25 is inserted between the front face of the key l2I and the adjacent back faces of other key stops 35 on the transverse member I5 and the legs l25 of this member lZfl are also bolted to the center sills I'|-|9, as best shown in Figures 1, 2 and 3. The yoke end projections 83-85 are then free to move longitudinally in either direction on the keys IIB-EEE without moving the keys longitudinally. It will be evident that if it is desired to insert the draft gear assembly downwardly into the pocket the relative positions of the upper` flanges 23-25 and lower flanges 24-25 must be reversed and the keys |I9 |2|, key retainers |23, and stops 35 must be located adjacent the top of the pocket.

Resilient coupler supporting and centering means, generally indicated at I2?, of the same type shown in my United States Patent 2,380,018, illed April 1'7, 1944, is supported by a member I 29 having an upper coupler stop |311 and connected at the top to the end sill I3. rlhe shank 98 of the coupler 99 is ,inserted between the coupler supporting and centering means I2? and coupler stop I 3| of the member E29 and the coupler shank 98 is connected to the lower yoke extension 8l in the manner previously described for limited universal movement with respect thereto.

With the above described short length draft gear assembly and puffing means mounted on the cab underframe ll immediately adjacent the end, articulated supporting and traction trucks aecomo may be-iarticulated'zto the body-'or cab --underframe .closer to 'theends vand thereby reduce ,the overhang fof the ends ofthe body -cab and also to increase the `truck base .asmorefclearance is `pnovidcd ifor the truckend sill 4, traction motor .Siandtraction motor leads Il) at theouter end of thetrucki, as .bestshown in Figure l.

'When the `imderirame lIl and coupler 99 `are .in longitudinal alignment 4and draft .force is transmittedbetween the underframe and coupler the `vyokev l1 is ypulled 4.outwardly in thepocket and torque is .applied thereto in a vclockwise direction .as thecoup'ler attached tothe projection 81 :of 'the yoke -11 below the projections 83 andfsbyw'hich'it is supported inthe pocket 2l. l

lhesetorces :on-the yoke are cushioned by outward movement :of the draft -igearfwedge L -with 4respect -to .the :wedge pocket M13, which .is prevented'from 'outwardmovement by the :outer legs .or stops 3l fon the .center sills l 7-19 to lcause.compressionfof the rubber cushions III between the wedge pocket and wedge I03-|5. 'Theicioc'kwise torque for-.ce on the lmovement of yoke is permitted bythe engaging cylindrical vsurfaces 'BL-BZ-.H'S-rl I1;,of the yoke and draft .gear wedge `pocket and wedge rand this force is cushioned lby compression of :the .cushion 2l between vthe yoke gouter .end projection 83 fand .the upper'iange ,23 ofthe'end silll 3. The yoke inner .end 'projection'z is .futhen maintained in contact 'with :the key HI supported by the underframe to vresistthe torque force. This slight upward movementwof theouterendof the yoke by compres- :sion of the cushion v2'1 yrelative rto thecoupler is permitted .by .the bushings-:9 5-31 having spherical surfacesby whichthe coupler `99 is connected .to thefyoke 11..

With Athe underframe and fcouplerin longitudinal alignment ,and Abuiiing force transmitted therebetween, the `yoke is Apushed inwardly and torque yforce in .-a counterclockwise direction is .appliedthereto These forces cause the wedge .pocket |03 to :move inwardly and compress the cushions .I Il between it and the wedge member |05 -whichis `then in contact with `the iinner legs or `stops 33 on the center sills H andilS and the cushion 21 between 'the inner yoke projection 85 :and .upper flange 25 of the transverse member .i5 is compr.essed"`to cushion this torque force. The .outer yoke projection t8'3 is laccordingly held in contactwith the outer key I'IB supported lon the underframe Atoresist this torque force.

When vehicles having :bufng and draft gears of the type described-are coupled the buffing channel chafing plates 6I are maintained in contact by compression .of the buier springs 65--61 and .cushions Mito retain thenpulling faces of coupled couplers in .contact for allrelative positions of the :bodiesor cabs and couplers thereon. The

vbuffers :accordingly act in combination with the forces to .benappliedto the cab underframe at the points of 'attachment ofthe couplers.

As mentioned, .in conventional draft gears vof long length the truck centers must be located inwardly from'the ends of zthe body in order that there will .be no interference between the draft gear v4and truck -anditraction vmotor thereon. As best shown in Figure 5 the lateral component 4of the draft and bufling forces is applied at the truck center TC with a `radial type draft gear indicated at R .in which the member including the draft gear and coupler "is pivoted to the body at the truck center TC. When the draft gear is supported on the body andthe coupler is pivoted thereto ata point A .between the truck center TC and `end of the .body the lateral component of the draft and bufflng force increases with dis tance vbetween points 'TC and A and this lateral component tends to cause the body to rotate in a horizontal plane relative to the truck centers TC, which .centers Abecomethe reaction points.

With my improved shorter length draft gear, as best shown in Figure 6, the distance between the point of coupler attachment B and truck center `TC may be reduced and the truck base increases thus decreasing the lateral component of the draft .and buiiing force and increasing the distance between the truck centers TC or reaction points to thereby reduce rotation of the body relative to the truck centers and still provide sutcient clearance between the draft gear and truck and traction motor thereon. As previously mentioned the frictional force between the buffers -of adjacent coupled vehicles also damps out relative rotation and cocking of the bodies relative to their respective trucks.

claim:

l. A railway draft gear yoke having projecting end support portions and a side projecting portion including coupler attaching means, said yoke .having an opening extending transversely with respect to :said end and side projecting portionsV and vthrough the yoke intermediate the end support portions thereof..

2. A railway draft gear yoke having oppositely projecting end ,support portions and an opening for receiving cushioning means extending transversely therethrough intermediate said support portions, vsaid yoke having coupler attaching eans offset laterally from a line connecting the said end support portions.

3. A railway draft gear comprising a, yoke having an opening therethrough, cushioning means in the yoke opening, said yoke having projecting support portions at opposite ends, a projection extending downwardly therefrom intermediate the support portions and coupler attaching means on said projection.

4. In a railway vehicle, a body comprising an underframe having an end sill and members forming a pocket having' internal projections at the ends and located immediately adjacent said end sill, a draft yoke insertable and movable between said internal pocket projections and having a portion projecting downwardly below said underframe, coupler attaching means on said draft yoke portion, a coupler connected to said attaching means and extending longitudinally outward lbelow said end sill and means carried by said end sill for `supporting said coupler.

5. A railway vehicle comprising a body including an underframe, said body underframe including members arranged to form a pocket having internal flanges, said pocket being located immediately adjacent one end of said underframe, a draft yoke vsupported at longitudinally spaced points by said flanges of said pocket, said yoke having a portion projecting downwardly below said pocket, coupling attaching means iocated on said yoke portion, a coupler connected to said attaching means and extending horizontally outward of the end of said underframe and coupler supporting means attached to the end of said underframe.

6. Cushioning means for a vehicle having a body underframe provided with a central pocket immediately adjacent the end, said pocket having vertically spaced flanges and longitudinally spaced stops, a member movably supported at its ends between said flanges, said member having a transverse elongated opening therethrough between the ends thereof and a projection extending downwardly from said member and out of said pocket coupler attaching means on said projection, separate followers extending through the ends of said opening in said member and positioned between said stops and cushion means between said followers.

7. Cushioning means for a railway vehicle comprising underframe having la central pocket immediately adjacent the end thereof, said pocket havingr upper and lower end flanges and longitudinally spaced stops, a yoke having end portions insertable between said end anges, a cushion between each yoke end portion and a pocket upper flange, keys insertable between said pocket lower flanges and said yoke ends to retain said yoke in said pocket, said yoke having a downwardly directed extension, a coupler pivoted on said yoke extension, means on said underframe movably supporting said coupler and a shock absorbing cushion and yoke follower means on either end thereof extending through the yoke opening, said follower means being positioned between said longitudinally spaced pocket stops.

8. Cushioning means for a railway vehicle comprising an underframe having a central pocket intermediately adjacent the end,- said pocket having upper and lower end flanges and longitudinally spaced side stops, cushions secured to said upper end flanges, a cushion assembly comprising a movable member insertable upwardly in said pocket so that the ends thereof are cushioned by said cushions on said upper end flanges and movable with respect to said flanges, said member having an opening extending transversely therethrough, and a portion extending downwardly below and toward the outer end of said pocket, said portion being provided with coupler attaching means, followers extending through the opening in said member and into the space between said pocket side stops, a deformable cushion between said followers normally urging said followers into contact with the ends of the opening in said member, keys between the ends of said member and said lower pocket flanges for retaining and supporting said member in said pocket and key retainers secured to the pocket sides between said keys and pocket side stop members.

9. in a vehicle, an underframe provided with a pocket in the center immediately adjacent the end, said pocket having upper and lower flanges and longitudinally spaced stop members, means for cushioning draft and bufling shocks in said pocket comprising cushions on the underside of said upper pocket flanges, a yoke having end portions inserta-cle between said upper and lower flanges and a portion extending downwardly out of said pocket, a k'ey between each of said lower flanges and said yoke end portions for supporting and retaining said yoke in said pocket, yoke followers in the opening of said yoke positioned between said stop members, a deformable cushion between said followers, a coupler mounted for universal movement on said downwardly extending portion of said yoke and coupler'supporting means secured tothe end of said underframe.

1G. In a vehicle, a body underframe having a central pocket immediately adjacent the end, said pocket having vertically spaced end flanges and longitudinally spaced stops, means for cushioning draft and bufling shocks applied to said underframe comprising a yoke having end projections insertable between said pocket end flanges and having a downwardly extending portion provided with coupler attaching means, cushions between said yoke end projections and upper pocket end flanges, keys insertable between said lower pocket end flanges and the end projections of said yoke for supporting and retaining said yoke in said pocket, key retainers secured in said pocket, yoke followers and deformable cushions therebetween located in said yoke opening, said followers p rojecting into the space between said stop members, said deformable cushions urging said followers into Contact with the end portions ofthe yoke opening and said stops.

1l. in a vehicle, a body underframe having a central pocket immediately adjacent the end, said pocket having vertically spaced end flanges and longitudinally spaced stops, means for cushioning draft and bufiing shocks on said underframe, said means 'comprising a yoke upwardly insertable into said poc ret between the end flanges, cushioning means between said upper pocket end flanges and said yoke, keys insertable between said lower end flanges and yoke for supporting and retaining said yoke in said pocket, said yoke having a portion extending downwardly out of said pocket, a coupler mounted for universal movement on saiddownwardly extending yoke portion, 'cylin-` drical surfaces at the ends of said yoke opening, yoke followers extending through said yoke opening, each of said followers having a cylindrical portion cooperating with one of said cylindrical end surfaces of said yoke opening, the ends of said followers being upwardly insertable between said stops, deformable cushion means between said followers normally urging said cylindrical surfaces thereon into contact with corresponding surfaces of said yoke and coupler supporting means secured to said underframe.

l2. Cushioning means for a vehicle comprising a body underframe, said underframe having a central pocket immediately adjacent the end, said .pocket having side recesses and flanges in opposite ends, means for cushioning draft and bufiing shocks insertable in said pocket, said cushioning means comprising a yoke movably mounted between the end flanges of said pocket and having a downwardly projecting portion provided with coupler attaching means, deformable cushions and yoke followers on opposite ends of said cushions located in the opening of said yoke, the outer ends of said followers extending into the side recesses of said pocket, said deformable cushions normally holding said followers in contact with the end surfaces of the yoke opening, said follower and yoke surfaces in contact being cylindrical, a coupler mounted for universal movement on said coupler attaching means, and means on said underframe for supporting said coupler.

13. Cushioning means for a vehicle comprising a body underframe having a central pocket immediately adjacent the end, said pocket having longitudinally spaced stops and vertically spaced end flanges, cushions on certain of said flanges, shock absorbing cushions and follower means on opposite ends of said shock absorbing cushions located in said pocket between said stops,.a member surrounding said follower means and said shock absorbing cushions to compress and deform said shock absorbing cushions, said member being movably cushioned between said pocket end flanges by said cushions on certain of these flanges and cooperating with said followers to cushion movement of said member by action of said shock absorbing cushions, said member having a projection extending outwardly of said pocket, a coupler connected to said projection 10 REFERENCES CITED The following references are of record in the le of this patent:

UNrrED STATES PATENTS Number Name Date 173,757 Bennett Feb. 22, 1876 1,968,789 Townsend July 31, 1934 2,286,590 Van Dorn June 16, 1942 2,292,193 Blomberg s Aug. 4, 1942 2,363,197

Nystrom et al. n Nov. 21, 1944 

